Residential Street Improvement Program
Sternberg Crescent
Executive Summary
1.0
Introduction
Roads ACT uses a Traffic Warrant System (TWS) to objectively assess the need for, and
priority of, traffic management and road safety measures on residential streets. The TWS
takes into account traffic volume, speed, crash history, volume of heavy vehicles and land
use to provide a ranking for over 400 collector roads. This relative ranking is used to prioritise
and instigate studies on area wide Local Area Traffic Management treatments.
As part of the 2013/14 Residential Street Improvement Program a list of priority streets were
identified for investigation. This report focuses on the priority street of Sternberg Crescent in
Wanniassa.
The aim of the project is to develop options to improve traffic conditions along Sternberg
Crescent and to recommend a program of works within the available capital works funding.
An important part of this project is seeking feedback from local residents and the surrounding
community about what the issues are, what improvements should be implemented and what
options would best suit the local community.
Residents of Sternberg Crescent in Wanniassa and other road users have voiced concerns
over traffic speed, volume and road safety along Sternberg Crescent. Roads ACT engaged
AECOM Australia Pty Ltd to develop options to improve traffic conditions along Sternberg
Crescent and to recommend a program of works within the available capital works funding.
An important part of this project is seeking feedback from local residents and the surrounding
community about what the issues are, what improvements should be implemented and what
options would best suit the local community.
To ensure that traffic management treatment options did not transfer traffic to other streets,
the network of roads surrounding Sternberg Crescent were assessed for existing problems
and complaints, and to ensure no adverse impact from improvements to Sternberg Crescent.
The study incorporated a technical analysis of traffic speed, volume and crash data along
Sternberg Crescent and its surrounding streets, as well as feedback obtained from
consultation. The technical analysis included:
An analysis of available traffic data (volume, speed and accident statistics) and bus
passenger data at bus stops
A review of complaints received by Roads ACT
A review of road, pedestrian and bicycle infrastructure including networks, shared paths and
movements, as well as public transport services such as frequency, times and routes of
buses
Traffic growth and the diversion of traffic due to works on Sternberg Crescent or other
adjacent roads was assessed using Canberra’s EMME strategic traffic model, for the
weekday AM peak period.
The technical analysis was undertaken street by street with a particular focus on Sternberg
Crescent, as well as careful consideration of issues adjacent to shops, schools and bus
stops.
2.0
Streets considered in study
2.1
Sternberg Crescent
Sternberg Crescent is one of the longer lengths of road within the study area and connects to
a number of the residential streets within Wanniassa. The road is a major collector and is of
variable width from wide single carriageway to dual carriageway, with room for parking on
both sides. However, street parking is not well-utilised most of the time, apart from in front of
the Wanniassa School Junior Campus. This section is heavily used during school drop-off
and pick-up times.
Sternberg Crescent is relatively busy in peak hours with some congestion for short periods of
time at the school before and after the school day. There is some local traffic congestion in
the dual carriageway section but it tends to be very short lived.
There are a number of on-road bus stops on either side of Sternberg Crescent with about
three to five buses per hour in each direction during peak hours. These generally have little
impact on the operation and safety of other traffic movements but can add to delay at
Sternberg Crescent/Comrie Street and Ashley Drive/McBryde Crescent.
Public concerns regarding safety and congestion on neighbouring roads were raised during
the consultation period and complaints relating directly to Sternberg Crescent are:

safety concerns at Sternberg Crescent/McWhae Circuit intersection especially during
peak hours – public suggested that signals at Comrie Street may assist

vegetation (one mature she-oak tree) at Sternberg Crescent/Maltby Circuit creates
visibility issues for vehicles and cyclists – public suggested that the tree could
sensibly be removed

speeding concerns raised along Sternberg Crescent particularly in the dual
carriageway sector – public requested 60km/h speed should be enforced particularly
at night

parking at the Erindale centre becomes congested during peak hours and overflows

safety concerns regarding safe crossing points for pedestrians across Sternberg
Crescent at the Wanniassa School Junior Campus – request a children crossing or
safe refuge islands that do not interfere with parking on the road.
Sternberg Crescent has relatively high traffic volumes and speeds on the dual carriageway
sector and a number of fatal crashes have occurred along its length. The volumes (9,400
vehicles per day) generally exceed the desirable maximum traffic volume on major collectors
(i.e. exceed 6,000 vehicles per day). At these volumes it is difficult for drivers to access side
roads or driveways (restricted to the single carriageway sectors), or for pedestrians to cross
the road.
There were 80 crashes, including 15 injury crashes and two fatalities, on Sternberg Crescent
in the last five year period. Most of these crashes were at the intersections with Ashley Drive,
Comrie Street and Langdon Avenue.
The main objectives for treatments on Sternberg Crescent are:

reduce travelling speeds

improve safety at intersections

Langdon Avenue

Comrie Street

Maltby Circuit

McWhae Circuit

Wynne Street

Fincham Crescent

improve pedestrian safety.
The following treatments are proposed to address these objectives along Sternberg
Crescent:

Maltby Circuit – tree removal to improve intersection sight distance

Sternberg Crescent – improved street lighting

Ashley Drive – install a roundabout

Comrie Street – install traffic signals

Langdon Avenue – install a roundabout

Fincham Crescent – install a roundabout

Wanniassa Junior School – install a pedestrian refuge.
2.2
McBryde Crescent
McBryde Crescent is a major collector in the vicinity of the Erindale Centre and Erindale
College and a minor collector in the vicinity of St Mary MacKillop College and Trinity Christian
School.
The following issues were raised during consultation in relation to McBryde Crescent:

speed zone variation

pedestrian safety near Trinity Christian School.
The Major Collector sector of McBryde Crescent is mainly providing access to the various
services along and near its length. At shopping and eating peak times, turning movements
dominate the traffic flows. At these times, buses and through traffic are also using McBryde
Crescent.
The Minor Collector sector of McBryde Crescent is mainly providing access to the schools,
churches and nearby residences. Turning movements also are significant on this sector.
Pedestrian activity around the schools is high immediately before and after school hours. The
morning commuter peak coincides with the morning school arrival peak causing high traffic
volume issues. The afternoon school pick up peak can create greater parking demand as
parents, carers and buses wait for the school children to emerge from the school.
McBryde Crescent is carrying 2,900 vehicles per day between Mackinnon Street and
Bromley Street. The 85th percentile speed was 65km/h, well above the applicable general
urban speed limit of 50km/h. There were 124 crashes, including nine injury crashes, on
McBryde Crescent in the last five year period. Most of these crashes were at the
intersections with Ashley Drive, Gartside Street and Wynne Street.
The following works are already proposed for McBryde Crescent and are to be implemented
in 2014:

traffic Signals at Ashley Drive/McBryde Crescent

pedestrian refuge at Erindale College near rear of Woolworth’s petrol station

children’s crossing at Trinity Christian College.
The main objective for treatments on McBryde Crescent is to improve speed limit
consistency/awareness and improve pedestrian safety.
It is proposed to lower the speed limit on McBryde Crescent to 50km/h.
2.3
Fincham Crescent
The following issues were raised during consultation in relation to Fincham Crescent:

intersection issues with Sternberg Crescent

varying speed limits.
The vertical alignment of Sternberg Crescent on its westbound approach to the intersection
with Fincham Crescent is such that there is insufficient sight distance available for westbound
vehicles to be readily seen at all times by vehicles exiting Fincham Crescent. A stop sign
has been installed on Fincham Crescent but this does not fully address the fundamental
issue. It is likely to be expensive to improve the vertical profile of Sternberg Crescent.
Fincham Crescent has a 60km/h speed limit between Athllon Drive and Wheeler Crescent
where there is no formal property access and a 50km/h speed limit between Wheeler
Crescent and Sternberg Crescent where there is direct residential property access. The
50km/h section is signposted in Fincham Crescent after Wheeler Crescent. There is no
complementary signage in Fincham Crescent after leaving Sternberg Crescent when
travelling in the opposite direction.
Fincham Crescent is carrying 5,500 vehicles per day between Athllon Drive and Wheeler
Crescent and 2,100 vehicles per day between Wheeler Crescent and Sternberg Crescent.
The 85th percentile speed was 61km/h between Athllon Drive and Wheeler Crescent and
increased to 69km/h between Wheeler Crescent and Sternberg Crescent, well above the
applicable general urban speed limit of 50km/h. There were 43 crashes, including eight
injury crashes, on Fincham Crescent in the last five year period. Most of these crashes were
at the intersection with Athllon Drive.
The main objective for any treatments on Fincham Crescent is to improve safety at
intersection and improve speed limit consistency/awareness.
It is proposed to install speed cushions near DeGraves Crescent (N) in association with
walkway to Illingworth Street and to install roundabouts (2) at the intersections with Forlonge
Street and Sternberg Crescent.
2.4
Wheeler Crescent
The following issues were raised during stage 1 consultation in relation to Wheeler Crescent:

speeding.
Wheeler Crescent has a 60km/h speed limit for its full length. There are two regional schools
accessed from Wheeler Crescent and 40km/h school zones operate during school hours.
Speeding within the school zones presents pedestrian safety issues.
Wheeler Crescent is carrying 1,300 vehicles per day between Duffus Place and Jenner Court
and 2,400 vehicles per day between Greeves Street and Kirkton Street. The 85th percentile
speed was 67km/h between Duffus Place and Jenner Court and to 68km/h between Greeves
Street and Kirkton Street, above the applicable speed limit of 60km/h. There were 36
crashes, including six injury crashes, on Wheeler Crescent in the last five year period. Most
of the casualty crashes were at the eastern intersection with Sternberg Crescent.
The main objective for any treatments on Wheeler Crescent is to reduce travelling speeds.
It is proposed to install speed cushions near the underpass near Hyland Place and between
Byrne Street and Greeves Street.
2.5
Longmore Crescent
The following issues were raised during stage 1 consultation in relation to Longmore
Crescent:

speeding.
Longmore Crescent has a 50km/h speed limit for its full length. In some parts it only has
development on one side. It also has some steep downhill sections. There is no speed limit
sign posting in Longmore Crescent. These factors can lead to increased operating speeds.
Longmore Crescent is carrying 1,600 vehicles per day near Wilkie Place, 1,100 vehicles per
day near Rees Place and 800 vehicles per day near McKenna Street. The 85th percentile
speed was 68km/h near Wilkie Place, 66 km/h near Rees Place and 69 km/h near McKenna
Street, wellabove the applicable general urban speed limit of 50km/h. There were 20
crashes, including three injury crashes, on Longmore Crescent in the last five year period.
Most of the crashes were at the western roundabout intersection with Langdon Avenue and
the roundabout intersection with Sainsbury Street.
The main objective for any treatments on Longmore Crescent is to reduce travelling speeds.
It is proposed to install speed cushions near McKenna Street and between Harker Place and
Pettit Place (in association with walkway to Maltby Circuit).
2.6
Summary of technical analysis
The technical analysis for the project included a review of traffic volumes, 85th percentile
speeds and crashes during the five year period from 2008 to 2012.
Sites that were shown to have a technical issue (ie. high speeds, volumes or crash
incidence) and were raised as a concern for the community were given priority for the
investigation process.
A summary of observed traffic volumes and speeds was presented in the public consultation
sessions. The incidence of reported crashes for a five year period from 2008 to 2012 was
shown to the community. As an example, there were 80 crashes on Sternberg Crescent
(excluding the intersection with Erindale Drive), including 15 injury crashes and two fatalities.
124 crashes occurred along McBryde Crescent with nine crashes requiring medical attention.
Crash and speed data on other streets within Wanniassa is available upon request.
3.0
Development of Options
Considering the data above and community feedback (see consultation), a traffic
management concept with two sub options were developed to improve traffic conditions on
Sternberg Crescent, as well as issues on surrounding streets identified during the analysis of
traffic data and from community feedback.
Option 1 proposed roundabouts on Sternberg Crescent at Langdon Avenue and Ashley Drive
while Option 2 proposed painted turning lanes on Sternberg Crescent at Langdon Avenue
and Ashley Drive. The other treatments were common to both options, and are detailed in
Table 3-1.
Table 3-1
Street
Sternberg
Crescent
Concept Treatment
Main Issues of
Concern
Speeding
Pedestrian safety
Intersection issues
Traffic volumes
Safety near Wanniassa
Junior Campus
Proposed Treatments
Pedestrian refuge at Wanniassa Junior Campus
Roundabout at intersection with Fincham Crescent
Traffic light at intersection with Comrie Street
Remove trees at intersection with Maltby Circuit
Improve lighting on dual carriageway section
Option 1
Roundabouts at intersections with Ashley Drive,
Langdon Avenue
Option 2
Right turn lanes at intersections with Ashley Drive,
Langdon Avenue
McBryde
Crescent
Improve speed
consistency
Improve pedestrian
safety
Fincham
Improve safety at
Crescent intersections
Improve speed
consistency
Wheeler
Reduce travelling
Crescent speeds
Longmore Reduce travelling
Crescent speeds
Lower 60km/h speed limit to 50km/h on McBryde
Crescent and Amsinck Street
Roundabout at intersections with Forlonge Street
and Sternberg Crescent
Speed cushions near DeGraves Crescent (N) in
association with walkway to Illingworth Street
Speed cushions near underpass near Hyland Place
and between Byrne Street and Greeves Street
Speed cushions near McKenna Street and between
Harker Place and Pettit Place in association with
walkway to Maltby Circuit
The technical merits of the community suggestions and complaints were considered in
developing the suite of options. The two optional elements are compared in Table 3-2.
Table 3-2
Comparison of Option 1 and Option 2 elements
Objective
Reduce travelling speeds
- an issue of concern on
most streets in the area
Improve safety at
intersections
- mostly of concern at
intersections along
Sternberg Crescent, and
Fincham Crescent
Improve pedestrian safety
- a particular issue of
concern on Sternberg
Crescent at Comrie Street
Street and at Wanniassa
SchoolJunior Campus
Option 1
Option 2
- More effective in reducing
speeds on Sternberg
Crescent
- More effective in
improving safety at
intersections along
Sternberg Crescent
-
- Some effect in improving
pedestrian safety along
Sternberg Crescent
-
-
Limited effect in reducing
speeds on Sternberg
Crescent
Limited effect in
improving safety at
intersections along
Sternberg Crescent
Limited effect in
improving pedestrian
safety along Sternberg
Crescent
4.0
Community Consultation
A consultation strategy was prepared for the project, in conjunction with Roads ACT, to
capture community concerns on local traffic management issues and provide the community
with the opportunity to provide feedback on proposed improvements for the area. The
consultations were undertaken in three stages and included the following:
Stage 1
Stage 2
Identifying issues
and concerns
Presenting options
for improvement
Stage 3
Reporting on final
scheme and
priorities
Media release
Community
noticeboard
advertisement
Newsletter
Household survey
Online survey
Stakeholder input
Information on Time-toTalk and TAMS
website
Public information
sessions
Information at ACT
Government shopfronts
and libraries
In September/October 2013 Roads ACT collected feedback about issues of concern from
residents of Wanniassa and the wider community. Feedback received included 439 survey
responses and one email submission. 168 people also attended the information sessions.
Key areas of concern included:

speeding on Sternberg Crescent, Wheeler Crescent, Longmore Crescent, Langdon
Avenue, Fincham Crescent and McBryde Crescent

pedestrian safety near the Erindale Shopping Centre and Wanniassa Junior School
Campus

peak hour congestion at the intersections of Sternberg Crescent/Comrie Street,
Sternberg Crescent/Ashley Drive and Sternberg Crescent/McBryde Crescent

access into McWhae Circuit from Sternberg Crescent during peak hours

visibility issues at the intersections of Sternberg Crescent/Langdon Avenue,
Sternberg Crescent/Maltby Circuit and Sternberg Crescent/Fincham Crescent.
The technical analysis also confirmed some of these issues.
A draft traffic management scheme was developed to address these concerns and the
community was consulted again in December 2013/January 2014 on the proposed
treatments for improvement. Two options were presented for improvement along Sternberg
Crescent between Langdon Avenue and Ashley Drive:

Option 1 proposed roundabouts at the Sternberg Crescent/Langdon Avenue and
Sternberg Crescent/Ashley Drive intersections, and traffic signals at the Sternberg
Crescent/Comrie Street intersection

Option 2 proposed right turn lanes at the Sternberg Crescent/Langdon Avenue and
Sternberg Crescent/Ashley Drive intersections, and traffic signals at the Sternberg
Crescent/Comrie Street intersection.
320 people participated in the Stage 2 consultation process. The feedback received included
276 survey responses and 13 email submissions.
31 people also attended the public display/information session.
This feedback included:

strong support for the proposed traffic calming measures (88% of respondents)

strong preference for Option 1 (67% of respondents)

support for a speed limit of 50km/h over full length of McBryde Crescent

support for pedestrian refuges, especially near schools and shops.
5.0
Final Traffic Management Scheme – the Master Plan
5.1
Master Plan
A traffic management scheme has been finalised to improve traffic conditions for the study
area.
In view of the results of the technical analysis and the feedback received from the
community, and considering the technical effectiveness of the proposed treatments, the final
scheme is based on Option 1. The main changes to the final scheme are the adoption of the
roundabouts preferred by the community over painted turn bays at the intersections on
Sternberg Crescent with Ashley Drive and Langdon Avenue.
The objectives of this scheme are to:

reduce travelling speeds

improve safety at intersections

improve pedestrian safety.
It is important to note that the final scheme is an overall “Master Plan” for the area and that
not all proposed devices will be installed at once. The “Master Plan” will guide the
implementation of the scheme over a number of years. The works will be undertaken as
funding becomes available.
5.2
Priority 1 Treatments
Priorities have been assigned to the proposed treatments based on the results of the
technical analysis and the feedback from the community. Priority 1 treatments are listed in
Table 5-1.
Table 5-1
Priority 1 Treatments
Proposed Treatments
Improve
Safety at
Intersectio
ns
Improve
Pedestrian
Safety
Street
Reduce
Travelling
Speeds
Objective
Sternberg Roundabout at intersection with Langdon
Crescent Avenue
Roundabout at intersection with Ashley Drive
Remove Tree(s) at Maltby Circuit
Enhance Street Lighting on dual
carriageway section
McBryde
Crescent
Wheeler
Crescent
Various
Various
-
Pedestrian refuge in the vicinity of the
Wanniassa Junior Campus
Lower 60km/h speed limit to 50km/h on
McBryde Crescent
Install ‘50km/h’ speed limit signs at the
Ashley Drive end
Speed cushions near underpass near Hyland
Place
Speed cushions between Byrne Street and
Greeves Street
Install ‘50km/h’ speed limit signs on:
- Forlonge Crescent after Wheeler Crescent
- Fincham Crescent after Wheeler Crescent
- McBryde Crescent at Ashley Drive end
Install ‘50km/h, unless otherwise
signposted’ signs on:
- Langdon Avenue at Athllon Drive end
- Gaunson Crescent at Sulwood Drive end
- Laurens Street at Taverner Street end
An evaluation of the effectiveness of these treatments will take place six months after their
implementation. The evaluation will include a technical analysis of the scheme’s impacts and
the residents’ views of the extent to which the stated objectives were achieved. Further
implementation of Priority 2 and 3 treatments will depend on the results of this evaluation to
ensure they are still effective and viable options for the people that live, work, play, shop, go
to school and commute in the study area.
The estimated probable cost of the Priority 1 treatments is $1,000,000. The benefit to cost
analysis indicates that the proposed priority 1 treatments have a Benefit/Cost Ratio of 1.25. It
should also be noted that the LATM treatments will have additional benefits beyond the
benefits considered in the benefit-cost analysis. By reducing traffic speeds in the
neighbourhood, the treatments are expected to improve residential amenity and better
support active modes of transport such as walking and cycling.